Car-replacer.



l. H. COX.

CAR REPLACER.

APPLICATION FILED MAII. Io.

Patented Dec. 5, 1916.

2 SHEETS-SHEET l.

l. lH. COX. CAR REPLACER.

APPLICATION FILED MAR. I0 i915.

Patented Deo. 5, 1916.

2 SHEETS-SHEET 2.

JOHN H. COX, 0F HOT SPRINrS, ARKANSAS.

CAR-REPLACER.

Specification of Letters Patent.

Patented Dec. 5, 1916.

Application filed March 10, 1915.` Serial-No. 13,408.

To all ywhom z' may concern:

Be it known that I, Jol-IN H. Cox, citizen of the United States, residing at Hot Springs, in the county of Garland and State of Arkansas, have invented certain new and useful Improvements in Car-Replacers, of which the following is a specification;

ll/Iyinvention relates to improvements in portable frogs or car replacers.

The primary object of the invention is to replace on thetrack derailed cars or railway rolling stock, although the device may be equally as well used'to derail a car,where required.

A further object of the invention is to strengthen and stiffen the construction whereby the frog may be made out of a single metal casting, thereby procuring greater lightness for convenient handling and greater economy in the cost of the material used in the manufacture of the frog.

A still further object is to improve on the details of'construction in various ways, which will be fully described, and pointed out in the claims.

I accomplish the objects of the invention by the mechanism illustrated in the accompanying drawings, in which Figure l is a. top plan view of my improved portable frog or car replacer; Fig. 2 is an inverted plan view; Fig. 3 is an end view; and Fig. 4 is a cross section on the line -l fl of Fig. l.

Like -characters'of reference indicate like parts throughout the several views of the drawings.

It is to be understood that in derailing or replacing a car, two frogs are required, and inasmuch as the two frogs forming a pair differ from each other only in having their parts in reverse order to each other, a description of one will suiiice for both.

In its preferred embodiment, the entire frog or replacer is constructed of a single metal casting which, as pointed out above, will economize in material used and will strengthen materially the entire device. Said casting, designated as an entirety by the numeral l may be said to comprise a somewhat elongated body 2 diverging from a point intermediate the frog terminals toward either end.

The top face of the frog is of a tapering formation, and from a side elevation, may be said to be arched-shape, although the thickness in the center is considerably greater thanthe thickness at the respective ends. The under side of thefrog l is cut away transversely as indicated at 3 to lessen the material used in its construction and to form, at the opposite ends of the frog, enlargements or projections l whiclr are adapted for engagement with the vrailway tie or the filling therebetween. To further increase the lightness ofthe frog as wel-l as tofurther economize in the material used, the enlargement el. may be longitudinally4 grooved or cut away as indi-cated at 5, each rib-like enlargement thus formed being serrated t0 create a. biting contact with the tie. The teeth thus formed, and for clearness designated as 6^ are so constructed as to extend transversely of the frog and at an angle to the transverse line, the total number of teeth affording an anti-slipping means to preclude longitudinal movement of the frog when in use and during a replacing or derailing operation. l

To prevent lateral displacement of the frog when in use, I provide a longitudinal groove 7 within which the railwayrail 8 is seated, the said groove 7 being ofA a sufficient depth to expose the tread of the rail 8 to view throughout a portion of its length beyond the outer extremities of the frog, such construction and arrangement, by reason of the tapering terminals, allowing the periphery of the car wheel to ride onto the tread of the rail as it follows the guide grooves therefor created by the frog formation, as will hereinafter appear.

At each side of the central longitudinal groove 7, the under face of' the frog is tapered or 4cut at an inclination, as indicated at 9 to rest upon the similarly inclined top face of the base flange of the rail. The top face of the frog is provided with a central groove 10, the said groove being of a width and depth to receive freely the flange of the car wheel and leading from one end of the frog to a point adjacent said end where it is diverged, as indicated at 11, the diverged extremity of the groove being subdivided through the medium of ribs 12 to create in substance a plurality of converging grooves 13, each leading to the single groove 10 upwardly from the opposite end of the frog over the arched upper surface thereof to the point 11 aforesaid. The ribs 12 afford a riding surface for the car wheel and direct the said wheel, during a car replacing operation, to the common groove l0,

which, by reason of its disposition relatively to the rail 8, directs the periphery of said wheel onto the tread of the rail, the flange of the wheel being directed, by a continuation of the groove to the inside edge of the rail as required. 1

Itl will be noted that the central dividing rib 12 is somewhat larger than the remaining ribs, the said rib, by reason of such enlargement, strengthening the frog centrally or at a point that would otherwise be mafteriallyweakened by reason of its formation 'upon the under side.

By diverging the frog at the end from whence the several grooves 13 lead, it is evident that an .extended area is in effect and that a car may 4be replaced readily and easily so long as the -wheel is directed to the frog and to one or the other of the several grooves 13 thereon. rIhe bodyl of the frog is vertically extended or enlarged, as indicated at 12, adjacent the outsideedge of the groove (that is, outn side with respect to the rail 8) thereby affording an abutment surface for the flange and positively precluding derailment subsequent to movement of the car onto thek frog and onto the inclined top surface thereof which leads to the rail. If desired, should the teeth 6 prove inadequate, the frog may be fastened as indicated at 13 to the cross ties. When not in use, the frog may be hung or suspended from any suitable support, openings 14 being provided for that purpose.

From the foregoing, taken in connection with the accompanying drawings it is evi- 4dent that an eective frog is produced from a single metal casting, the novel construction facilitating displacement or derailment as hereinbefore pointed out; that longitudinal movement of the frog relatively to the rail 1in connection with which it is used is pre-v cluded by reason of the biting engagement ofthe teeth 6 with the tie and the filling substance therebetween and that the arched formation of the device as a whole is such in its nature as to aid and direct movement of the car wheel either from or onto the rail as occasion may demand.

In reduction to practice, I have found that the form of my invention, illustrated in the drawings and referred to in the above description, as the preferred embodiment, is the most efficient and practical; yet realizing that the conditions concurrent with the adoption of my device will necessarily vary,

VI desireto emphasize the fact that various minor changes 1n details of construction,

proportion and arrangement of parts may be resorted to, when required, without sacrificing any of the advantages of my invention, as defined in the appended claims.

Having thus fully described my invention, what I claim as new and desire to secure by Letters Patent, is

A car replacer comprising a casting of arched formation, having a longitudinal groove in its under face adapted to receive the rail, and inwardly extending recesses at the ends of the groove through which the head of the rail is exposed, said casting also having a longitudinal major groove in its upper face extended across the entire width fof the casting at one end and converging 'toward the other end to a groove having JOHN I-I. COX. Witnesses W. P. PARKS, JAMES W. WALKER.

Copies of this patent may be obtained for ve cents each, by addressing the Commissioner of Patents, Washington, D. C. 

